Vehicle control



J. C. AUTEN VEHICLE CONTROL Sept. 26, 1950 4 Sheets-Sheet 1 Filed Jan. 19, 1946 INVENTOR. .7 C 4072?? Sept. 26, 1950 Filed Jan. 19, 1946 J. c. AUTEN 2,523,491

VEHICLE CONTROL 4 Sheets-Sheet 2 A? 2 f i L INVENTOR.

J. C. AUTEN VEHICLE CONTROL Sept. 26, 1950 I 4 Sheets-Sheet 3 Filed Jan 19, 1946 INVENTOR. BY C fluf /o P 1950 J. c. AUTEN 2,523,491

VEHICLE CONTROL Filed Jan. 19, 1946 4 Sheets-Sheet 4 4 INVENTOR.

y; fiufe a E BY Patented Sept. 26, 1950 VEHICLE CONTROL Jay 0. Auten, Royal Oak, Mich., assignor to Chrysler Corporation, Highland Park, Mich., a

corporation of Delaware Application January 19, 1946, Serial No. 642,337

11 Claims. 1

This application relates to simplified controls for automobiles for the benefit of handicapped drivers. V

I have discovered the desirability of coordinating the operation of two very frequently used control devices in an automobile, namely, brake and accelerator in a single actuating member so that a driver who is handicapped by the loss or disability of one or. more of the separate body limbs employed in actuating the accelerator and brake may conveniently actuate both through the single member.

An object of the present invention is to provide improvements in a unitary actuating means for two separate automobile control devices such as brake and accelerator. The unitary actuating means may be supported by the steering post of the automobile.

A further object relates to improvements in a positive return to neutral or inoperative position of an automobile control device by means of a unitary means actuating not only the aforementioned control device but another control device.

Another object is to construct a unitary actuating means for a plurality of automobile control devices in such a way that it is easily adjusted so as to be out of the way of a driver who may not wish or need to use the unitary actuating means. It is intended that the unitary actuating means of the present invention may be mounted adjacent the steering post and have an operating member adjacent the steering wheel. In modern automobiles the transmission shift member is mounted in about this position, and the proximity of transmission shift member and the operating member of the unitary actuating means might bring considerable confusion to a driver who did not require the special unitary actuating means and might therefore be unacquainted with it. I have therefore, made arrangements for simply and easily moving the operating'member of the unitary actuating means out of the way. 7

Other objects will appear from the disclosure.

In the drawings:

Fig. 1 is a partially perspective and partially diagrammatic view of operating mechanisms of various control devices for an automotive vehicle and a unitary actuating means therefor;

Fig. 2 is a perspective view of a portion of the unitary actuating means of Fig. 1;

Fig. 3 is an elevational view of a part of the structure of Fig. 2 in one position;

Fig. 4 is a similar View of the part of the structure in a different position;

curing the member 29 to the bracket I9.

Fig. 5 is a view partially in section of a modified form of unitary actuating means;

Fig. 6 is an end view of a portion of the means of Fig. 5, taken on the line 66 of Fig. 5;

' Fig. '7 is a sectional view taken on the line 'I-'| of Fig; 5;

Fig. 8 is an elevationalview showing a novel lever forming part of the unitary actuating means of the present invention;

Fig.9 is a sectional view taken on the line 9-9 of Fig. 8; and

Fig. 10 is an enlarged view of a portion of the structure shown in Fig. 9.

As seen in Fig. 1, reference character Ill designates a steering wheel positioned at the upper end of a steering post I I. A bracket I2 is secured to the steering post and carries an upstanding member I3 to which is pivotally connected by means of a screw I4 an operating lever I5. One end of the operating lever is pivotally connected to the upstanding member I3 and the other end of the lever has a handle portion I6. The upper end of an actuating. rod I! is pivotally connected by means of a screw I8 to the operating lever I5 at a region adjacent the upstanding member I3. The upper end of the actuating rod I! is slidably guided in bracket I2, and the lower end of the rod is slidably guided in the bracket [9. As seen in Fig. 3, the lower end of the actuating rod IT has a reduced portion 29 upon which is mounted a casting 2 I. The casting is keyed on the reduced portion 20 as indicated at 2|. Nut 22 retains the casting on the reduced portion. The casting has a circumferential groove 23 and an axial recess 24 terminating at its upper end in a shoulder 25 and being connected to a short transverse recess 26. The circumferential groove 23 is engaged by inwardly directed projections 26 formed on a bifurcated end of a lever 21 pivoted by pin 28 adjacent the bifurcated end upon a depending member 29 secured to the bracket I9. A reduced portion 30 on the depending member 29 extends through the bracket I9 and carries a nut 3I se- The bracket I9 has a depending portion 32 on which is pivotally mounted by means of a bolt 33 a lever 34. vA nut 35 holds the bolt and lever on the bracket I9. As seen in Figs. 3 and 4, one endof the lever 34 is of bellcrank shape and is provided with a projection. 36 fitting into the transverse recess 26 as in Fig. 3, or moving along the axial recess 24. The other end of the lever 34 is pivotally connected by a pin 3? to the lower bifurcated end of: a link 38. The upper bifurcated end of the link as ispivotally connected by a pin 39 t a lever iii connected to a control valve, not shown, contained within a housing 4|. The housing M is attached to a part 42 having at its lower end a portion 43 forming part of the bracket I9 and at its upper end a portion 44 forming with a member 45 a collar clamped to the steering post I l.

The lever 21 carries at its outer end by means of a pin 46 a roller 41 engaging an accelerator pedal 38. One end of a rod 49 is connected to the under side of the pedal 48 and the other end of the rod 49 has adjustably connected thereto on a threaded portion 50 a nut To the nut 51 is connected an arm 52 fixed to a rockshaft 53. An arm 5 3 is also fixed to the rockshaft 53 and is pivotally connectedto one end of a rod 55, the other end of which is slidably received in a pivoted member 56. A link 51 connects the pivoted member 45 with an arm portion 58 attached to a throttle valve 59 in an intake line 60 leading to an engine, not shown. A collar 6| fixed near the end .of the rod 55 causes leftward movement of the rod 55, as viewed. in Fig. l, to be first without effect upon the throttle valve 59 and thereafter to open the throttle valve.

An arm 62 is fixed to one end of the rockshaft 53 and to the arm is connected a valve member 53 slidably fitting within a complementary valve member 5 1. A line 65 leads from the valve member 64 to one side of a vacuum cylinder 68. A line 6'! leads from an end of the valve member 64 to the other end of the vacuum cylinder 66. Positioned within the cylinder 66 is a piston. A rod 69 is connected to the piston 68 and projects outwardly of the vacuum cylinder 66, terminating in an eyev portion 79. To the eye portion is connected means, not shown, for operating a clutch pedal, and this means will include a spring urging the piston 68 and rod 69 to the right, as viewed in Fig. 1, thereby moving the clutch to an engaged position. A vacuum line 7| is connected to the valve part 64. The arrangement is such that when the valve part 63 is positioned in a certain way with respect to the valve part 64 by the arm 62, the vacuum line H is connected to the line 5'6 so as to supply vacuum to the left end of the cylinder 66. The vacuum on the left end of the cylinder acts against the aforementioned spring to disengage the clutch. The line is associated with the valve part 64. so as continuously to supply atmospheric air pressure to the right end of the cylinder 66. When the clutch is to be engaged, the valve part 63. is shifted with respect to the valve part 64 by the arm 62 so that the vacuum line H is disconnected from the line 61', and atmospheric air pressure is supplied thereto. This causes atmospheric air pressure to act against the left end of the piston 68, and the piston and rod 69 are urged to the right as viewed in Fig. 1, under the action of the spring so as to bring about engagement of the clutch. The vacuum line H is connected to another vacuum line 12 leading to the engine manifold, as indicated,

which is the source of vacuum. To the line 12 is also connected a line 13 having therein a valve i4 and leading to a tank 15, which acts as a vacuum storage chamber for the brake. A line leads from the tank 15 and branches into two lines 11 and 18. The line 18 leads to the valve housing 4!. From the housing 4| a line 19 leads toone end of a vacuum cylinder 80. The line H is connected with the other end of the vacuum cylinder. A piston 8iv is positioned within the cylinder 80, and a rod 32, attached to the piston 85, extends outwardly of the cylinder 80, terminating in an eye portion 83. The eye portion is connected by means, not shown, to a brake. These means Will include a spring urging the piston BI and rod 82 to the right as seen in Fig. 1, and thereby the brake is released. When the arm 40 is in the position of Fig. 1, the valve parts within the valve housing ii are so positioned with respect to one another that the lines 18 and 19 are connected, and thus the vacuum urging line '58 from the reserve tank I5 by way of the line it, acts through the line 19 and against the right end of the piston 88. Thus vacuum acts against both sides of the piston 8| and the brake is under the control of the spring just mentioned and not shown, and is released. However, when the arm '38 is moved clockwise from the position of Fig. 1, the line 19 is disconnected from the line 18 and is connected to atmospheric air pressure, which acts against the right end of the piston 8| causing it to move to the left, as viewed in Fig. 1, against the action of the spring. Thus the brake is applied.

Let us now consider the relation of. the operating lever [5 to the various devices just described.

The lever 15 may be moved either upwardly toward the vehicle operator or downwardly away from the vehicle operator. These actions will result, respectively, in axial movement of the actuating rod i? along the steering post II in a direction upwardly and toward the operator and downwardly and away from the operator. Downward movement of the operating lever i5 and the actuating rod 11 isv intended to act through the vacuum cylinder Bil to apply the brake. This is brought about in the following manner as may be seen from Figs. 2, 3, and 4. As the rod I! moves downwardly, the shoulder on the casting 2| engages the projection 36 on the lever 34, and the lever 34 moves in a clockwise direction and the projection 36 shifts into the transverse recess 26, as. seen in Fig. 3. The aforementioned clockwise movement of the lever 34 causes upward movement of the connecting link 33 and clockwise movement of the arm on the valve housingil- As previously described, this causes a disconnection of the line 19 from the line 18 and the supplying of atmospheric air through the line 19 to. the right side of the piston 8|. Leftward movement of the piston BI and the rod 82 resultsagainst the action of the spring not shown, and the brake is applied. If the operating lever isdepressed sufiiciently, the arm moves far enough in a clockwise direction to bring into an overcenter position a spring 84 connected at one endto the pin 39 and at the other end to a sleeve. 85 threaded on a member 86 projecting downwardly in afixed position from the bracket 53. In this way the brake is kept applied without a continuous. holding down of the operating lever l5, by the vehicle operator. When the brake is to he released from this condition, the operating lever is raised to take the spring 84 out of overcenter position. Upward movement of the operating lever l5 positively returns the arm 49 on the valve housing 4| to its original position, be-

cause, as the actuating rod ll moves upwardly the projection 35 on the operating lever 34, being positioned in the transverse recess 26 in the casting 2 I, is engaged by the lower side of the trans-- verse recess 25. However, when the operating lever l5 has moved upwardly to its original neutral position, the projection 36 will have moved not only upwardly, but also to the right so as to be out of the transverse recess 26. This may be seen from Fig. 4. Thereafter further upward movement er the actuating rod. u may take place without eifect upon the lever 34 and the arm 40 on the valve housing 4 I.

. When the operating lever is moved upwardly from its neutral position, the casting 2| attached to the lower end of the actuating rod II also moves upwardly, causing upward movement of the left end of the lever 21, as viewed in Fig. 2, by virtue of the engagement of the projections '26 on the left end of the lever 21 with the circumferential groove 23 in the casting 2|. Thereby downward movement of the right end of the lever 21 is brought about, and the roller 41 on the lever 21 moves into engagement with the accelerator pedal 40, causing it to be depressed. The link 49, connected to the accelerator pedal 48, is moved to the left, as viewed in Fig. 1, and causes counterclockwise movement of the arm 52 attached to the rockshaft 53. The resultant counterclockwise movement of the rockshaft 53 produces counterclockwise movement of the arms 54 and 62. This brings about a leftward movement of the valve part 53 with respect to the valve part 64, and as previously described, the line 61 is disconnected from the vacuum line II and is connected to atmospheric air. Thus the atmospheric air acts against the left end of the pisto 58, causing it and the rod 69 to be moved to the right against the action of the spring associated with the clutch, and the clutch becomes engaged. The opening of the throttle valve 59 beyond the idle position shown in Fig. l is delayed until the engagement of the clutch has taken place, because of the st motion connection between the throttle valve 59 and the arm 54 involved in the collar 6I on the rod 55 and the depending arm 56. As seen in Fig. l, the link 55 must move a certain amount to the left before engagement of the collar 6| with the arm 56 takes place. Thereafter further leftward movement of the link 55 causes the opening of the throttle valve 59 to be increased from the idle position. Downward movement of the operating lever I5 to the original neutral position causes disengagement of the clutch and return of the throttle valve 59 to the idle position of Fig. l.

The actuating rod II moves downwardly, causing downward movement of the left end of the lever 21 and upward movement of the right end of the lever. As the roller 41 moves upwardly, the accelerator pedal 48 also moves upwardly under the action of a spring not shown. This causes rightward movement of the link 49 as seen in Fig. 1, and clockwise movement of the rockshaft 53 and the arms 52, '54 and 02 attached thereto. As a result, the valve part 63 is moved to the right, and

the line 6'! is connected to the vacuum line II causing vacuum to be supplied against the left end of the piston 63. This brings about a leftward movement of the piston 98 and the rod 99 against the action of the spring associated with the clutch, and the clutch is disengaged. Also as a result, the link 55 and the collar BI mounted thereon moved to the right, allowing the depending arm 55 to move in a counterclockwise direction, under the action of a spring 81, and a depending arm 55 acts through the link 5! and the arm 58 to move the throttle valve 59 to the idle position of Fig. 1.

From the foregoing description it will be seen that I have provided a unitary means in the form ofthe operating lever I5 and the various parts associated therewith for actuating on the one hand the brake. and on the other hand the clutch and the accelerator or the fuel supplying means. The operating lever I5 works through movement of the various control devices on the vehicle such as brake, clutch, and accelerator.

Figs. 5, 6, and "I show modified means by which up and down movement of the operating lever I5 and the actuating rod H are communicated tothe brake, clutch, and accelerator for actuation thereof. The lower end of the actuating rod II carries a clevis 88 which is connected to a member 89 fixed to and projecting laterally from a hollow tube 90, which constitutes a lever. The tube or lever is pivoted at an intermediate region by means of a member 9I fixed thereto and projecting therefrom. The member 9I extends through a piece 92 and bent element 93 secured to the steering post 94 by means of U-bolts 95. The tube or lever is spaced from the part 92 by means of washers 96 and the member 9I is retained in the piece 92 and the bent element 93 by means of a cotter pin 91. The plate 98 is suitably secured to the bent member 93 and supports a valve housing 99 by means of screws I00. An arm IDI is mounted on the valve housing 99 and carries a laterallyprojecting member I02 adapted to be engaged by a hook-shaped part I03. The part 603 fits in a slot in one end of the tube or lever 90 and is secured thereto by means of a bolt and nut 504. A plate I05 fits in a slot in the other end of the tube 90 and is secured thereto by means of a bolt and nut I06. The plate I05 carries a bushing IIJI in which is slidably positioned a threaded rod I08. A nut I09 adjustably'mounted on the threaded rod I08, engages the under side of the bushing I91, as shown in Fig. 5. The lower end of the threaded rod I08 carries a bushing IIO positioned on the rod by means of pairs of nuts III and H2. The bushing I I0 is attached to an extension piece I I3 riveted to the accelerator pedal 48. The rod 49 extends from the under side of the accelerator pedal 48 in a manner not shown in Fig. 5 so as to be operatively connected to the various devices shown in Fig. 1, in the manner shown in that figure. Lines I9 and I9 are connected to the valve housing 99 in the manner of the lines I8 and I9 of Fig. 1. Line I8 will be continuously connected either to the previously mentioned vacuum line or to atmospheric air pressure. When the arm IOI mounted on the valve housing 99 is positioned as shown in Fig. 5, lines I8 and I9 will be connected to one another so that the brake is released. When the brake is to be applied, the arm IOI is moved in counterclockwise direction from the position of Fig. 5 in order to connect the line I9 to atmospheric air. The required counterclockwise movement of the arm II)! will be brought about by counterclockwise movement of the tube or lever 90 or in other words, leftward movement, as viewed in Fig. 5, of the hookshaped element I03 attached to the lever 90. As the arm IOI moves in a. counterclockwise direction, it enters the hook I03. Thus when the lever 90 is returned to its original position through clockwise movement or in other, words, when movement to the right, as viewed in Fig. 5, of the "hook-shaped element I03 takes place, the engagement of the projecting member I02 on the arm I 0| with the hook brings about a. clockwise movement of the arm IOI to its original position.

When this occurs, the lines 18 and 19 are again connected to one another, and vacuum is supplied to both ends of the vacuum cylinder for the brake, and the brake is released. The aforementioned actuation of the brake will be brought about by upward movement of the actuating rod Il. If the operating lever therefor is connected to the actuating rod in the manner of Fig. 1, then actuation of the brake will require an upward movement of the operating lever. However, the operating lever may be pivotally mounted at an intermediate region with the actuating rod connected at one end and the handle portion at the other end, and the brake may then be actuated by downward movement of the handle end of the operating lever. 7

Depression of the accelerator pedal 48 required for engagement of the clutch and opening of the throttle valve will take place as a result of leftward movement of the end of the tube or lever 90 to which the plate I05 is connected. The plate I05 acts through the bushing I01 and the nut I09 to shift the threaded rod I08 to the left, as

viewed in Fig. 5. This movement is communicated to the accelerator pedal 48 through the bushing I I0, the nuts I I I, and the extension piece II 3. Depression of the accelerator pedal 48 is brought about by downward movement of the actuating rod I! through appropriate movement of the operating lever. When the operating lever is returned to neutral position the bushing I01 of the plate I05 moves away from the nut I09 on the rod I08, but appropriate spring means, not shown, cause the accelerator pedal 48 to rise and to make the nut I09 on the rod I follow the bushing i0! and the plate I as far as closed throttle position.

As aforementioned, rightward movement of the hook-shaped element I03 to its original neutral position will by an engagement of the hook with the projecting member I02 carried by the arm IOI bring about the return of the arm I0! to its neutral position of Fig. 5. However, further movement of the hook-shaped element I03 to the right, occurring as a result of movement to the left of the plate I05 for depression of the accelerator pedal 48, will have no efiect upon the arm IOI since the projecting member I02 on the arm IOI has moved out of engagement with the hookshaped element I03.

Figs. 8, 9, and show a modified form of operating lever, which is designated generally by the reference character He. This lever comprises two parts adjustably connected to one another so that the parts may have one relative position with respect to one another for operation and use of the lever and may have another relative position'when the lever is not to be used and should, therefore, be out of the way. One lever part II5 is formed of a channel and is pivotally connected at one end to a member I I6 supported on a bracket ill attached to a steering column I I8. As seen in Fig. 10, the lever part I I5 carries at an intermediate region a pin II9 which projects through the sides of the channel and extends outwardly beyond the sides of the channel. It is retained against disengagement from the lever part IE5 by means of rings I and I21 fitting in the grooves in the pin I I9 and engaging the outer sides of the channel. The pin I i9 is engaged by hook portions I22 formed on the sides at one end of a channel comprising a second lever part I23. The upper end of an actuating rod I24 similar in its function to the actuating rod I! of Fig. 1 has an eye portion I25 through which the pin I I9 extends and thereby connects the actuating rod I24 to the lever parts 'I I5 andI 22. A pin I26 is secured to an intermediate portion of the legs of the channel of the lever part I I4 and extends 5 between the legs through elongated slots I'2'I formed in one end of the legs of the channel of the lever part II5. A spring I28 engaged at one end by a part I29 secured in the channel of the lever part I I5 and at the other end by the pin I26 acts to maintain the pin I26 at the right end oi the slots I21 as viewed in Figs. 8, 9, and 10. The right end of the lever part I23 has attached thereto a handle member I3I. The lever H4 is moved up or down in the usual way in the manner of the lever I5 of Fig. 1. The lever may be made to take up less space through a change in the position of the lever part I23 with respect to the lever part II5. This is accomplished by an axial movement of the lever part I23 to the left, as viewed in Figs. 8, 9, and 10 until a shoulder I30 formed in each side of the channel of the lever part I23 contacts the pin I I9 and thereafter by a swinging of the lever part I 23 in a clockwise direction, as viewed in Fig. 8 about the pin I26 as a pivot axis. The lever part I23 now extends parallel to the actuating rod I24 and the steering column H8 and the lever H4 is out of the way to the extent that it does not extend to the right beyond the pin I26.

I claim:

1. In an automotive vehicle comprising a steering post, a steering wheel at one end thereof, an engine, brake control means, and means for feeding fuel to the engine, the combination therewith of an actuating rod parallel to and adjacent the steering post, a first bracket secured to the steering post and slidably receiving the lower end of the actuating rod, a first lever pivoted between its ends on the first bracket and having one end engageable with the lower end of the actuating rod and the other end associable with the fuelfeeding means, a second lever pivoted between its ends and having one end engageable with the lower end of the actuating rod and the other end associable with the brake control means, a second bracket secured to the steering post below the steering wheel and slidably receiving the upper end of the actuating rod, and a third lever pivoted at one end on the second bracket and 59 connected at an intermediate point to the upper end of the actuating rod for causing axial movement of the actuating rod parallel to the steering post in one direction to make the second lever actuate the brake control means and corresponding movement of the actuating rod in the opposite direction to make the first lever actuate the fuel-feeding means.

2. The combination specified in claim 1, movement of the actuating rod toward the steering 60 wheel causing actuation of the fuel-feeding means, and movement of the actuating rod away from the steering wheel causing actuation of the brake control means.

3. In an automotive vehicle having a steering post, brake control means, an engine, and an accelerator pedal, the combination therewith of an axially shiftable rod positioned adjacent and parallel to the steering post, a bracket attached to the steering post and slidably supporting the rod, a member attached to the rod and having a groove, a first lever pivoted between its ends on the bracket and having one end in straddling engagement with the member and the other end engageable with the accelerator pedal, a second lever pivoted between its ends on the bracket and 9 having one end operatively connected to the brake control means and the other end engageable with the groove, whereby axial movement of the rod in one direction from a neutral posi tion will cause the first lever to depress the accelerator pedal for increasing the flow of fuel to the engine, andaxial movement of the rod in the opposite direction from the neutral position will cause the second lever to actuate the brake control means, the said other end of the second lever remaining engaged with the groove in the member during return of the rod in the said one direction to the neutral position and only so far as the neutral position.

4. In an automotive vehicle comprising a steering post, brake control means, an engine, and an accelerator, the combination therewith of an axially shiftable rod positioned adjacent and parallel to the steering post, a lever pivotally mounted between'its ends, means connecting one end of the rod with the lever at a region spaced from its pivotal mounting, means associating one end of the lever with the accelerator, and means associating the other end of the lever with the brake control means, operating means connected with the other end of the control rod for causing axial movement of the rod in one direction to make the said one end of the lever depress the accelerator for increasing the fiow of fuel to the engine and axial movement of the rod in the opposite direction to make the said other end of the lever actuate the brake control means.

5. In the automotive vehicle specified in claim 4, the said other end of the lever being formed in a hook engaging the brake control means upon movement of the control rod in the said opposite direction and movement in the said one direction to a certain point at which the hook becomes disengaged from the brake control means permitting further movement of the actuating rod in the said one direction without corresponding movement of the brake control means.

6. Means for axially shifting an actuating rod, comprising a first lever part, means forming a pivot mounting for one end of the first lever part, means connecting one end of the rod to an intermediate region of the first lever part, a second lever part having a portion at one end engaging the means connecting the rod and the said first lever part and a handle portion at the other end, means associated with an intermediate portion of the second lever part and slidably carrying the other end of the first lever part, and resilient means acting between the last mentioned means and the first lever part to urge the said one end of the second lever part away from the said one end of the first lever part and to maintain the said one end of the second lever part in engagement with the means connecting the rod and the first lever part for keeping the lever parts generally aligned in operative position, the second lever part being moved to an inoperative position in which it extends at a substantial angle to the first lever part by being shifted axially along the first lever part againstthe resilient means to disengagethe said one end of the second lever part from the means connecting the rod and the first lever part and by thereafter being swung about the means slidably carrying means'connecting the actuating rod to an intermediate region of the first lever part, a second lever part having one end releasably engaging an intermediate region of the first lever part and a handle portion at the other end, means providing a sliding and pivotal connection between the other end of the first lever part and an intermediate region of the secondlever part, and means acting between the lever parts to urge the said one end of the second lever part away from the first lever part for causing the engagement of the said one end of the second lever part and the intermediate region of the first lever part and the ative position in which its extends at a substantial angle to the ".rst lever part by being shifted axially along the first lever part in a direction involving movement of the said one end of the second lever part toward the said one end of the first lever part for disengaging the said one end of the second lever part from the intermediate region of the first lever part, and by thereafter being swung about the sliding and pivotal connection between the said other end of the first lever part and the intermediate region of the second lever part.

8. Means for axially shifting an actuating rod, comprising a first lever part, means forming a pivot mounting for one end of the first lever part, means connecting the actuating rod to an inter mediate region of the first lever part, projections positioned at opposite sides ofthe exterior of an intermediate region of the first lever part, a second lever part formed as a channel embracing the first lever part and having at one end the sides of the channel formed as hooks engaging the projection on the first lever part and the other end formed as a handle portion, pivotally connecting the other end of the first lever part with an intermediate region of the second lever part, resilient, means acting between the lever parts to maintain engagement between the projections on the first lever part and the hooks on the second lever part for causing the lever parts to be in general alignment and thereby to be combined as an operative lever, the second lever part being moved to an inoperative position in which it extends at a substantial angle to the firstlever part by being shifted axially along the first lever part to disengage the hooks from the projections, and by thereafter being swung about the slidable and pivotal connection between the intermediate region of the second lever part and the said other end of the first lever part.

9. Means for shifting an actuating rod comprising a first lever part formed as a channel, means forming a pivot mounting for one end of the first lever part, a pin projecting through and beyond the legs of the channel of the first lever part at an intermediate region and through an end ofthe actuating rod extending into the channel of the first lever part, a second lever part formed as a channel embracing the first lever part and having at one end the sides of the channel formed as hooks engaging the ends of the pin projecting beyond the sides of the channel of the first lever part, the other end of the second lever part providing a handle portion, the other end of the first lever part having elongated longitudinal slots in the sides of the channel, a

11 member attached to the legs of the channel of the second lever part and projecting through the slots in the first lever, and resilient means acting between the first lever part and the member to maintain the hooks on the second lever .part

in engagement with the ends of the pin and the member at one end of the slots in the first lever part for causing the lever parts to extend generally in the same direction in operative position, the second lever part being moved to an inoperative position in which it extends at a substantial angle to the first lever part by being shifted axially along the first lever part to disenga e the hooks from the pin, and by thereafter being swung about the connection between the lever parts provided by the member and the slots.

10. In combination, an axially shiftable rod, and a lever having a mounting portion at a location thereon and being pivotally supported to swing about a point spaced from said location, said rod being positively mounted to said mounting portion to be carried thereon for axially shifting the same, the lever being formed in a pair of adjustably connected parts extending generally in alignment and transversely to the rod in operative position, one lever part being adapted to extend in generally parallel spacing to the rod in inoperative position.

11. In combination, an axially shiftable rod, and a lever connected to the rod for shifting the same, the lever being formed of a first lever part pivotally mounted at one end for swinging movement and connected at an intermediate region to one end of the rod and a second lever part 12 having one end detachably connected to the first lever part at the connection of the rod, the other end formed as a handle portion, and an intermediate region slidably and pivotally connected to the other end of the first lever part, the lever parts in operative position extending in general alignment transversely to the rod, the lever being made inoperative through movement of the second lever part to a position in which it extends in generally parallel spacing to the rod, said movement being carried out by shifting of the second lever part along the first lever part for disengaging the said one end of the second lever part from the intermediate region of the first lever part, and by thereafter swinging the second lever part about the connection between the said other end of the first lever part and the intermediate region of the second lever part.

JAY C. AUTEN.

REFERENCES CITED The following references are of record in the file of this patent:

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